A braking method for a vehicle is provided. The method includes the following steps: obtaining a first state information of the vehicle, where the first state information includes a vehicle mass and a deceleration required by braking; calculating a braking torque required by the vehicle according to the first state information, and controlling an output of an electric braking torque according to the braking torque required by the vehicle; obtaining a current gradient and a current vehicle speed of the vehicle; and determining whether to control the vehicle to unload the electric braking torque, and whether to control the vehicle to apply a mechanical braking torque according to the current vehicle speed, the braking torque required by the vehicle, the deceleration required by braking, and the current gradient. A braking device for a vehicle and a vehicle are further provided.

A vehicle control system has a plurality of subsystem controllers including an engine management system 28, a transmission controller 30, a steering controller 48, a brakes controller 62 and a suspension controller 82. These subsystem controllers are each operable in a plurality of subsystem modes, and are all connected to a vehicle mode controller 98 which controls the modes of operation of each of the subsystem controllers so as to provide a number of driving modes for the vehicle. Each of the modes corresponds to a particular driving condition or set of driving conditions, and in each mode each of the functions is set to the function in mode most appropriate to those conditions.

A braking system for a motor vehicle has a first and a second parking brake A first and a second control device each have a driver for driving at least the first and/or the second parking brake actuator. The first control device has a first arbitration unit to data whether a parking brake action should be carried out. The second control device has a second arbitration unit to receive parking brake request data and to ascertain from the received data whether a parking brake action should be carried out. The result of the second arbitration unit is fed to the first arbitration unit as parking brake request data and the result of the first arbitration unit is transmitted to the driver of the first and/or second control device for driving the first and second parking brake actuators.

A power management system includes a sensor interface that receives sensor data samples during operation of a vehicle. A storage device stores the sensor data samples for multiple points in time along a route segment traveled by the vehicle. One or more processors analyze the sensor data samples to detect a historical pattern of the vehicle. The one or more processors determine time efficient operational parameters for the vehicle in response to a destination and an estimated travel time to the destination. The estimated travel time may be based on predicted conditions of the vehicle indicated by the historical pattern. The time efficient operational parameters may be selected to decrease the estimated travel time. At least one of the sensor data samples may include telemetry data.

A brake system may include a first hydraulic line; a second hydraulic line; a third hydraulic line; a fourth hydraulic line; a third switch valve; a fourth switch valve; a fifth hydraulic line; a sixth hydraulic line. The brake control unit can suppress a Vapor Lock even in a frequency brake operation in the section in which the downhill traveling from the highland to the flat is continued.

A brake controlling apparatus includes a gradient sensor, an operation unit, a brake controlling unit, and a storage unit. The gradient sensor is configured to detect a road gradient. The operation unit is configured to switch a constant speed downhill traveling function to become effective. The brake controlling unit is configured to control first and second regenerating units configured to generate regenerative electric power from braking torques of front and rear wheels, respectively. The storage unit is configured to hold an efficiency map. In a case where the constant speed downhill traveling function is caused to become effective, the brake controlling unit is configured to calculate braking torque distribution between the front and rear wheels based on the road gradient and the efficiency map to cause total regeneration efficiency to satisfy a first condition, and control the first and second regenerating units on a basis of the braking torque distribution.

An agricultural vehicle-trailer-combination includes a traction vehicle including an engine and at least one ground engagement mechanism. A trailer is coupled to the traction vehicle. A service brake connected to the at least one ground engagement mechanism. The combination includes a sensor and a control unit disposed in communication with the sensor, wherein a slip or a slip gradient on the ground engagement mechanism is sensed between the ground engagement mechanism and the ground surface. A trailer brake disposed on the trailer is adjustably controlled by the control unit. The trailer brake is adjustably controlled when the service brake of the traction vehicle is actuated, and the trailer is braked by the trailer brake as a function of the slip or the slip gradient when the slip reaches or exceeds a predeterminable slip braking value or the slip gradient reaches a predeterminable slip gradient braking interval.

A trailer backup assist system for a vehicle reversing a trailer is provided herein. The system includes a brake system and a steering system of the vehicle. A controller is configured to output a brake torque request to the brake system and a steering command to the steering system, wherein the brake torque request and the steering command are each based at least in part on a trailer mass.

Adaptive brake assist system a cyclist on a bicycle by an aptic feedback, includes a first sensor (for measuring the angular speed (ω.sub.1) of a first wheel of the bicycle, adapted to generate a signal representative of the angular speed of the first wheel; an actuator mountable to a portion of the bicycle, adapted to generate vibrations; a control module configured to generate a command signal of the actuator, so that the actuator vibrates at a vibration frequency (f), based on at least the signal representative of the angular speed of the first wheel (ω.sub.1) and based on one or more reference magnitudes (η.sub.ref); and a learning module configured to determine, updating and delivering to the control module the one or more reference magnitudes (η.sub.ref) based on at least the signal representative of the angular speed (ω.sub.1) of the first wheel.

Described herein are devices, systems, and methods for managing the power consumption of an automotive vehicle, and thereby for optimizing the power consumption of the vehicle. The devices and systems for managing the power consumption of the vehicle typically include power management logic that can calculate an applied power for the vehicle engine based on information provided from the external environment of the vehicle, the operational status of the vehicle, one or more command inputs from a driver, and one or more operational parameters of the vehicle.